Draft-rigging.



6. DE FERNANZO. DRAFT RIGGING.

APPLICATION FILED JUNE I8, 1014 Patented J 11119 1, 1915.

2 SHEETS-SHEET l.

GK DE FERNANZO.

DRAFT RmGmG.

APPUCATION FILED JUNE I8.

Patented J 11119 1, 1915.

SHEET 2.

2 SHEETS- q Qi l awweo V GABIBALIDI DE FERNANZO, OF FHILADELPHIA,PENNSYLVANIA.

DRAFT-HIGGINS.

Specification of Letters Patent.

Patented June 1, 1915.

Application filed June 18, 1914. Serial No. 845,788.

51" aZZ whom it mat,- concern:

Be it known that I, GARIBALDI DE FER- :zanzo, a citizen of the UnitedStates, residing at Philadelphia, in the county of Philadelphia andState of Pennsylvania, have invented certain new and useful".Improvements in Draft-Rigging, of which the following is aspecification. My 'i'vention relates to improvements in draft rigging,the object of the invention being to provide an improved shockabsorbingattachment which is designed primarily for connection with a car couplerso as to sustain shocks and strains, both of the pulling and buiilngaction in drawing or coupling cars, and prevent banging and ratcling aswell as jars and bolts to the rolling stock.

A further object is to provide an improved construction of car couplingwith improved means for connecting the same to the car or other rollingstock so that the movement of the coupling in both directions iscushioned, and jars and jolts absorbed.

A further object is to improve upon the construction set forth in myapplication for patent on shock absorbers, filed June 8, 1914, and givenSerial No. 843,685..

While I have illustrated and described my improvements in connectionwith a car coupling, it is to be understood that it might be employed atvarious other points in the draft rigging where such buiiing or drawingaction is-applied.

W'ith these and other objects in view, the invention consists in certainnovel features of construction and combinations and arrangements ofparts as will be more fully hereinafter described and pointed out in theclaims.

In the accompanying drawings: Figure 1 is a top plan-view partly insection illustrating my improvements. Fig. 2 is a view in cross sectionon the line 2-.2 of Fig. 1. Fig. 3 is a view in cross section on theline 3-3 of Fig. 1. Fig. 4. is a view in longitudinal section throughthe center of Fig. 1. Fig. 5 is an enlarged view in longitudinal sectionthrough the piston rod. and piston showing both on an enlarged scale,and Fig. 6 is a view in section on the line 66 of Fig. 5.

1, 1 represent longitudinal channel bars secured below the floor 3 ofthe car or other railway rolling stock and connected at their ends to atransverse channel bar 4, the latter having an opening 5 registeringwith an opening 6 in a casting 7, secured to the 'is permitted a certainamount of movement,

it ishel'd against turningand maintained in a proper position forcoupling.

At the inner end of the draw bar 9, a piston rod 10 is provided. Thispiston rod 10 may be made integral with the coupling or may be aseparate part rigidly secured in any approved manner. The rod 10projects through stufiing boxes 11 in heads 12, screwed onto the ends ofa casing 13. The inner head 12 is provided at opposite sides withsegmental flanges 14 which are loosely mounted between internal flanges15 on brackets 16,, the latter being secured by rivets or other securingdevices 17 to the channel bars 1.

As above stated, the connection of the flanges 14 between the flanges 15is a loose one, so that while the cylinder is held against longitudinalmovement, it is permitted a certain amount of movement so as to permitthe coupling to move to compensate for the varying movements of the carwhich it ordinarily takes in use.

The casing 13 is filled withfiuid 18, preferably a light oil beingemployed, and on the rod 10 within the casing 13, my improved piston 19is secured. The fluid may be supplied through openings 20 in either ofthe heads 12, and these openings are normally closed by screw plugs 21.

A follower plate 22 is" located around the rod 10 and bears against theinner end of the draw bar 9, and a coiled spring 23 is lo cated betweenthe follower plate 22 and the forward head 12. A follower plate 24: issecured by a pin or other securing device 25 to the extreme inner end ofthe rod 10, and a coiled spring 26 is located around the rod between thefollower plate 24 and the inner head 12. These springs 23 and 26 are ofthe same strength and exert a continuous pressure to maintain the piston19 normally in the center of the casing as shown clearly in Fig. 4, andcompel the same to return to this position after sustaining jars andshocks.

The construction of the piston 19 is preplication above referred to, andthe casing 13 is of the shape described in the said application. Asthese parts are covered in detail in the former application, is simplynecessary here to describe them" generally in order to understand theoperation.

The casing 13 is of largest diameter, and is cylindrical in formintermediate its ends. This straight or cylindrical intermediate portionextends from a point to a point 31. *The wall of the cylinder at bothends their tapers inwardly from the point 30 to the point 32, and fromthe point 31 to the point 33. The extreme ends of the casing age thencylindrical or straight, but this s raight portion at the ends isappreciabiy shorter than the thickness of the piston fora purpose whichwill hereinafter appear.

The piston 19 is provided at its front and rear faces with annularflanges 27, and between said flanges the piston is provided with anannular groove 28. In the opposite faces of the piston, ports 34 and 35are provided which extend to the groove 28 and are provided with valves36 to permit the flow of fluid through the passages in one directiononly.

The operation is as follows: When the cars come together in coupling,the huffing action forces the coupler inwardly and moves the piston 19toward the inner end of the casing 13 against the action of spring 26.The fluid by-passes around the outer edges ofthe piston, and alsothrough the ports If the shock is extreme, the piston will move to theend of the casing, and

as the internal diameter of the casing at its end is substantially thesame as the diameter of the flanged portion of the piston, the fluidwill act as a positive check an prevent any possibility of the pistonreaching the head 12. As soon as permitted, the spring 26 will returnthe parts to normal,

and in this movement the liquid is free to by-pass through the ports 35and permit the piston to return to a normal position. As the pistonmoves in either direction, the by-passing of the liquid is graduallydiminished after the. piston passesthe points 30 and 31, as the casingthen begins to decrease in diameter, hence my improvements sustain theshocks and jars upon the coupling hither in pulling or in butting, and

prevent transmission of such shocks and v1- brations to the car.

While I have described what I believe to be a preferred construction andarrangement of parts, and a preferred location of my improved shockabsorber for cars, I would have it understood, that I do not butconsider myself at liberty to make such changes and alterations asfairly fall within the spirit and scope of the appended claims.

Having thus described my 'inventio'n,what I claim as new and desire tosecure by Letters Patent is: i p

. 1. In a draft rigging, the combination with a support, a casingconnected to the support, a rod projecting through the caspiston securedon the rodin the casing, said casing cylindrical and of largest diameterat its center and tapering to both ends, said casing at its ends ofcylindrical form and limit myself to the precisedetails set forth ,ing,a car coupling secured to the rod, a 1

smallest diameter, and of substantially the.

same diameter as the piston, and said piston having valved by-passingports in its opposite faces communicating with the pe-' ripherv of thepiston, substantially as described.

2. In a draft rigging, the combination with a support, acasingEconnected to the support, a rodfprojecting through the casing, acar coupling secured to the rod, a piston securedlon the rod in thecasing. said piston having 'valved by-passing ports in its oppositefaces communicating with the periphery of the piston, substantially asdescribed. 4

The combination with a support, of brackets secured to the support andhaving ably secured to the. ends of the casing and having-striding boxestherein, one of said heads having flanges located between the flanges ofthe support, a rod extending through the stuffing boxes, a piston on therod in the casing, and a coupling connected flanges spaced apart, acasing, heads removto one end of the rod, substantially as do scribed.

, In testimony whereof I have signed my name to this specification inthe presence of two subscribing witnesses.

,GARIBALDI m F RNANzo.

Witnesses:

C. R. Zmems, S. W. Fos'ms.

